Fuel injection system



March 8, 1960 H. E. J. PRINGHAM 2,927,570

FUEL INJECTION SYSTEM Filed Feb. 3, 1958 3 Sheets-Sheet l I N VEN TOR.

A Tram/5y March 8,1960 H. E. J. PRINGHAM 2,927,570

FUEL INJECTION SYSTEM Filed Feb. 3. 1958 s Sheets-Sheet 2 HW M F FUELTANK ATTORNEY March 8, 1960 Filed Feb. 3, 1958 H. E. J. PRINGHAM FUELINJECTION SYSTEM 3 Sheets-Sheet 3 fig-5W I ll / INVENTOR.

ATTORNEY FUEL INJECTION SYSTEM Henry E. J. Pringham, Grosse Pointe,Mich., assignor to General Motors Corporation, Detroit, Mich, acorporation of Delaware Application February '3, 1958, Serial No.712,834

Claims. (Cl. 123-140) The present invention relates to a fuel injectionsystem of the speed-density type in which metered quantities of fuel areindividually supplied to the cylinders of the engine. I Morespecifically, the present invention relates to an improved meteringcontrol mechanism which determines the volume of the individual meteredfuel charges.

In a fuel system in which the quantity of fuel metered is determined byair density, e.g. manifold vacuum, it is necessary to compensate themetering function for changes in temperature as well as barometricpressure. The present device relates to an improved system whereby thebasic air density-determined fuel rate is uniquely modified toaccommodate temperature and pressure changes.

In addition the presently improved fuel injection system includes anovel device for providing fuel under pressure to the system when theengine is being started and when the normal fuel supply pump isotherwise inoperative to supply adequate quantities of fuel.

Other objects and advantages of the present system will be apparent froma perusal of the detailed description which follows.

In the drawings:

Figure 1 is a sectioned elevational view of a fuel system embodying thesubject invention;

Figure 2 shows the pump for the system of Figure 1;

Figure 3 is a side elevation of the metering control device of Figure l;and

V Figure 4 is a detail enlarged portion of Figure l with parts brokenaway and in section.

The present fuel injection system has been illustrated on a V-typeengine a portion of which is indicated at 10 and which includesindividual cylinder induction passages 12 formed in the intake manifoldand cylinder head casings 14 and 16. Fuel is supplied to the inductionpassages through individual fuel nozzles 18. The quantity of airsupplied to the induction passages is controlled by a common air intakepassage formed in a casing 22. Air flo'w is controlled by a commonthrottle valve 24 rotatably disposed in casing 22. Fuel is supplied froma fuel tank 26 and pressurized by a pump 28 which in turn supplies thefuel to a metering distributor 30. Distributor 30 supplies meteredquantities of fuel to the individual fuel nozzles 18 basically inaccordance with variations in the density of the air in the intake andinduction passages 12 and 20 measured anteriorly of throttle 24 andtransmitted through a conduit 32 to the distributor 30.

Both the pump 28 and the metered distributor 30 include rotatingelements which are driven in proportion to engine speed from a shaft 34which through a gear member 36 drives a shaft 3-8 suitably connected topump and distributor elements as will be subsequently described.

Pump 28 does not, per se, constitute a part of the present invention andmay be of any well known type which is capable of supplying fuel undersuitable pressure in 2,927,570 Patented Mar. 8, 1960 proportion toengine speed. For present purposes it will sufiice to note that pump 28includes a shaft member 40 coupled with shaft 38. A cam plate 42 isdriven by shaft 40 and actuates a plunger 43 causing the latter toreciprocate within a bore 44 of the pump casing 46. Plunger 42 actsagainst a diaphragm 48 which in reciprocating back and, forth varies thevolume of chamber 50 causing fuel to be drawn in through a valve 52 whenthe volume of the chamber is increased and to be pumped out of valve 54when the volume of the chamber is decreased. Inlet valve 52 communicateswith a passage 56 formed in casings 46 and 58 to draw fuel throughfilter 60 from a fuel tank supply conduit 62. The pump outlet valve 54,on the other hand, communicates through a passage 64 with a fitting 66on which is threadably mounted an accumulator-pump device ,68 which willbe subsequently described.

Accumulator-pump 68 includes an inlet passage 70 which communicates witha chamber 72, the upper end of which is sealed by a diaphragm '74.Chamber 72 includes inlet and outlet valves 76 and 78. Outlet valve 78communicates with a chamber 80 to which a conduit 82 is connected. Theaccumulator diaphragm 74 is urged in a downwardly direction by a spring84 acting through an armature plunger 86. Thus during normal operatingconditions, pump 28 continuously supplies fuel under pressure whichmaintains both the inlet and the outlet valves 76 and 78 of theaccumulator pump 68 in an open condition. Pressure pulsations in thefuel delivered from pump 28 will be damped out by the flexing 0raccumulator function of diaphragm 74 resulting in a smoother flow offuel through the conduit 82 which in turn supplies fuel meteringdistributor 30.

The metering distributor 30 is preferably formed of a plurality ofeasing members 90, 92, 94, 96 and 98. In general, however, the meteringdistributor may be divided, for descriptive purposes, into a shuttlepiston or distributor section indicated at 100 and a metering sectionindicated at 102. The distributor portion 100 of the meteringdistributor includes a cylindrical sleeve 104 fixed within the casingmembers 92, 94 and 96. A rotatable distributor sleeve 106 is mountedwithin fixed sleeve 104 and is adapted to be driven through plug 108 andmember 110 the latter which is coupled to engine driven shaft 38. Thedistributor sleeve 106 is fixed against longitudinal movement within thefixed sleeve 104 by snap rings 112.

A shuttle piston 114 is slidably disposed within rotatable sleeve 106and is adapted to reciprocate between fixed stop or plug 108 and anadjustable stop member 116. The extent of reciprocation of the shuttlepisto'n 114 within rotatable sleeve 106 determines the magnitude of thecharges to each of the cylinders of the engine.

A longitudinal passage 118 is formed through casings 92 and 94 andcommunicates at one end with the fuel supply conduit 82 and intermediateits ends with a passage 120. Passage 120 registers with a recessedpocket 122 formed in the peripheral surface of fixed sleeve 104. A pairof longitudinally spaced ports 124 and 126 are also formed in fixedsleeve 104 and are in open communication with recess or pocket 122. Apair of radially extending ports 128 and 130 are formed in rotatablesleeve 106 and are phased from each other. Additional ports or passages132 and 134 are formed in sleeve 104 and register with ports 136 and 138in casing 94. Ports 136 and 138 connect with individual nozzle supplyconduits 140 and 142. a

With the parts in the position shown, port 128 of rotatable sleeve 106is in registry with port 124 of sleeve 104 and fuel is admitted to theleft side of shuttle piston 114 which forces the piston to the right inturn forcing liquid to the right of the piston through radial sleevepassages 130, 134 and 138 into nozzle conduit 142. Thereafter as sleeve106 rotates radial port 130 will come into registry with port 126 andfluid will be admitted to the certain of the cylinders nozzles.

Inasmuch as shuttle piston stop 116 is longitudinally adjustable withinsleeve 106, the quantity of fuel metered during each reciprocation ofthe piston may be varied. Thus by moving stop 116 to the right themetered charge is decreased and correspondingly as'tliestop is moved tothe left the metered charge is increased.

The actuationof stop'116'is controlled by .the meter.- ing section 102of device 30. The left 'end of the adjustable stop is mounted in afollow'er' guide lill'throngha thrust heating device 152. 'Ihe'thrustbearing 1:52, in addition to absorbing longitudinal thrust forces,permits the adjustable stop 116 tobe free for rotation relative to guide150. The other end of the follower guide 150 is slidably supportedwithin a plug casing 154' fixed to the follower guide casing 96. Theleft end of .the follower guide is slidably disposed within a cavity 156formed within casing 154. The left end of cavity 156 communicatesthrough passages 158 and 160 in casings '155l-andfl6 with the fuelsupply passage 118 in casings '92 and '94. Inthis way the thrust createdby the fuelzunder pressure acting on the right end of the adjustablestop 1-16 is balanced by a corresponding force acting on the left end ofthe follower guide 150 within cavity 156. Itis possible in this way toreduce the pressure of the fuel being metered as a control force indetermining the longitudinal position of the follower guide 150 andaccordingly that of the adjustable step 116.

A roller 162 is rotatably mounted onthe follower guide 150 and isadapted to .coact with an element 164 having a cam surface 166 formedthereon. Element 164 -is.in turn pivotally connected through a pin 168with a lever 170 the latter which is rotatably supported upon aneccentric shaft 172. Lever 170 is connected through a link 1-74 with apiston 176 disposed within casing 98. As already noted, casing 98communicates-through. conduit'32 with manifold vacuum in inductionpassage 12. Thus manifold vacuum tends to lift the piston .176 up.-wardly against theforce of a spring 178 which biases the piston in adownwardly position.

Due to the eccentricity of shaft 172, the basic'setting of theadjustable stop 116 may be varied by loosening a nut 186 threadablymounted on the extended portion of the shaft terminating exteriorly ofthe casing 96 and thereafter rotating shaft 172 through a nut portion188 formed thereon. in this way the basic setting of the fueldistributor may be adjusted to match the needs of a particular engine.

Assuming no changes in temperature or atmospheric pressure, no furthermodifying factors would have to be introduced to the control system asthus far described. However, as a practical matter, it is realized thatthere are changes in temperature and atmospheric pressure under whichany engine must operate. Inasmuch as changes in ambient atmosphericgonditions will vary the density of the air within induction passage 12and thus.

the quantity of air supplied to the engine means must be provided toalso vary the quantity of fuel supplied to mainain a constant fuel-airratio. In other words, with an in crease in temperature or decrease inatmospheric pressure the density as the air induced into the engine willdecrease and'it is necessary that a corresponding decrease in the fuelsupply be made to maintain a constant fuel-air ratio.

To compensate the metering control device 102 for variations inatmospheric conditions, pin 182 is slidably mounted in an opening 190,casing 96 and similarly sup ported within hollow portion 192 ofeccentric shaft 172. :Pin 182 includes a tapered section 194 which-isadapted to .cQ-act with the'notched portion 180 of element 164 Itwillzbe seen that as pin 182 is moved to-the left, a progressivelylarger .radiusof tapered portion 194 will engage the notch 18% of member164 rotating the member in a clockwise direction about pivot 168. In sodoing the adjustable stop 116, through .follower guide 150 androller162, is moved to the right to reduce the quantityoffuel meteredduring each reciprocation of the shuttle piston 114. Correspondingly, ifthe pin 182 is moved to the right, member 164 will be caused to rotatein a counterclockwisedirection increasing the quantity of fuel metered.

The reciprocatory movement of the -pin 182 is controlled by a pressureresponsive bellows 3.96 suitably connected to the pin and :furtherbyatemperature responsive bellows 198 connected tothe pressureresponsive bellows through a pin 20i. Acasing 202 is;mounted on thecasing 96 and is adapted to house the anero id and tempera- Element164has .a notched portion 180 which is adapted to slidingly engage withand pivot about a tapered pin member 132. The purpose of pin 182 willsubsequently be discussed in detail but forthe present rpurposes itissufficient to note that'as the link 174 is moved upwardly with anincreasein manifold vacuum, e.g.vdecrease in engine load, lever 170 willbe caused to rotate about eccentric shaft 172 in a counterclockwisedirection, as viewed in Figure 1. This rotation will causeasimilarrotation of the element 164 aboutQthe pin 182 causing cam surface 166'to engage with rol1er162 and move the follower guidelStl to the rightdueto the progressively increasing .radius of .the cam surface. Therightvvard movement .of the guide follower 515.0 inresponseto anincrease in manifold vacuum signifiesadecrease in load on the engine anda correspondinglyreduced need for fuel. The result of the rightwardmovement of adjustablestop 116 is to decreasethequantity of fuelsuppliedby the shuttlepiston fleas already described.

' On the other hand,jsiIIfanifOld'vacilumtdeCmas finfi nifying anincreased load on t h'e,eng1rie', s g 178 will urge the piston 176downwardly resultingfm aleftward movement of the follower guide 150as'the cam surface 166 presents a reduced radius contact. with-theroller 162.

ture bellows196and 5198 respectivelyinphambers 2041and 206. Aneroidbellows ChiiBLiQQl; ZQ;lS in open communia ion wit th atm spher and-a codi y w l -r po to chasse i aba qms ic pres ur t sex themsitiqn 9 pinlfih mbe a ea d. flfiaresenarat d fr mte s oth r bra-wal 2.11 iltavi g 1neut a ope n the n thrc ahtwhic en n .2 9 P ote t sEa hctth mews-19s an18:14 a ringtn tnbe 209 and210, respectively disposed therein. "Spring209 is a calibrating spring-between spindles or pins 182and 200. Spring210urges the entirecompensating assembly, including pin-18,2, inarightwardly or fuel increasing direction. Chamber 206 is actuallyformed by a sleeve 212 inserted'yvithin the casing 202. Sleeve 212 has aport 214 formed in the end wall thereof and is sealedby bellows 19-8and.wall 208atits other end. Chamber 206 is communicated throughaconduit .216 with a temperature responsivemember 218 suitablydisposedinaportion ofthe engine, such as the water jacket,220, sensingengine temperature. The temperature responsivememher or bulb .218; isfilled with any suitable fluid which will expand and contract uponincreases and decreases in Ill-u as en in te p r t nc ase the 21 ndu l.a d;f .=ha tb j2 l Wi E p prssuns' th be w 1 1am thereb .u sissthe'pin'200 to the left against'th'e'force of spring 210. This actionmoves the pin 182 to the left to decreasethe quantity of fuel suppliedby the shuttle piston 114 as already noted. A decrease in atmosphericpressure will cause a similar type action through evacuated bellows 196.

The maximum wide open throttle fuel ad ustment is controlled by a screw222 threadably mounted on casing 98. A lever 224 is pivotally supportedat 226 upon a casing 228 and is urged by a spring 230 into engagementwith screw 222. At wide open throttle, which will cause the manifoldvacuum in casing 98 to be a minimum, the diaphragm spring 178 will urgethe diaphragm downwardly until it engages the free end of lever 224which will restrain the diaphragm against further downward movement. Toprovide excess fuel for rapid acceleration, the force of spring 178 canbe designed to allow the vacuum piston or diaphragm 176 to momentarilyovershoot its maximum fuel position due to its momentumattained during asudden decrease in manifold vacuum. This diaphragm overtravel will allowroller 162 to recede into a concave slope 232 of cam surface 166 onmember 164 permitting the adjustable stop 116 extra leftward travel tomomentarily increase the fuel supplied to the engine cylinders.

Additional fuel enrichment may be provided during starting conditions byproviding a solenoid 234 disposed in casing 228. Solenoid 234 includesan armature 236 fixed to the cantilever lever 224. Solenoid 234 isdisposed in the ignition and starter circuit as shown schematically inFigure 2. The circuit includes battery B, ignition switch S starterswitch S starter motor M and a parallel connected solenoid 272, infra.When ignition switch S and starter switch 8;, are closed solenoid 234 isenergized moving lever 224 downwardly against the force of spring 230.This permits the diaphragm spring 178 to urge the control link 174downwardly beyond its normal position again permitting the roller 162 tomove into the concave recess 232 of member 164. In order that the amountof starting enrichment may be variable in accordance with enginetemperature, an adjustable wedge 238 is disposed in casing 228subadjacent armature 236. Wedge 238 includes a stem portion 240 fixedfor movement with temperature controlled pin 200.

Thus when the engine is cold the lowest portion of the wedge will beadjacent the armature 236 permitting it a maximum amount of downwardtravel and hence maximum enrichment. correspondingly, as the enginetemperature increases a progressively higherportion of the wedge ismoved beneath the armature reducing the amount of travel it may make andaccordingly reducing the amount of enrichment consistent with increasedengine temperature.

In order to provide adjustments in the axial movement of the pin 182 anaxially adjustable stud 242 is threadably mounted within the eccentriccam shaft 172. The inner end of stud 242 provides a seat for a springmember 244, the other end of which biases against pin 182 urging thesame in a rightwardly or fuel increasing direction. Stud 242 is retainedin position by a lock nut 246. It is apparent that by adjusting theaxial position of the stud 242 the force of spring 244 is varied and theactuation of the pin modified.

The present fuel control system includes an automatic idle speed controldevice indicated generally at 250 and which is the subject matter ofcopending applications Serial No. 667,153 now Patent No. 2,860,617,issued Nov.

18, 1957 and Serial No. 680,743 now Patent No. 2,862,489, issued Dec. 2,1958. Briefly, the idle speed control device includes idle air passages252 and 254,

which bypass air around throttle 24 for idling purposes. A cavity 256 isprovided in casing 22 and slidably supports a tapered valve 258therewithin. Valve 258 is adapted to coact with the bypass passages 252and 254 to variably control the quantity of air flow through thepassages in accordance with engine temperature. When the engine is coldit is desired to bypass the maximum quantity of air around the throttleto increase the engine idling speed. Accordingly, a temperatureresponsive bellows 260 is provided and which is urged by a spring 262 inan expanded or rightwardly direction when the engine is cold. Bellows260 is connected to the valve 258 through a pin 264 with the result thatthe valve is opened as engine temperature is reduced. Bellows 269 isalso communicated with temperature responsive bulb 218 though a conduit266 and a chamber 265. As engine temperature increases the expansiblefiuid in the conduit 266 and chamber 265 will move valve 258 to restrictthe amount of air being bypassed around throttle 12.

An adjustable pin 268 is provided and includes a stem 270 adapted to beabutted by the adjustable valve member 258 to limit the hot idleposition of the valve. Further a lost motion connection is providedbetween temperature controlled pin 264 and valve 258 whereby, after thevalve has engaged the pin, the temperature responsive fluid may continueto expand without further affecting the movement of the valve.

The operation of the accumulator-pump device 68 will now be described.As already noted, fuel under pressure will be supplied to the meteringcontrol device 30 by the pump 28 which is driven in proportion to enginespeed. However, pump 28 is unable to supply sufiicient fuel under enginestarting conditions since the engine is being rotated too slowly whenbeing cranked. Accumulatorpump 68 is adapted, under these limitedconditions, to supply fuel under pressure to the metering control device30. For this purpose solenoid 272 is provided in casing 274. The plunger86 has already been referred to with respect to the accumulator functionof device 68. It will be further noted that plunger 86 forms an armaturefor the solenoid 272.

When ignition switch S is closed solenoid 272 will be energized liftingthe armature against the force of spring 84. Lifting armature 86 anddiaphragm 74 will draw fuel into chamber 72 through one-way valve 76. Atthe same time a movable contact 276 fixed to the upper end of thearmature will be moved away from flexible contact 278 to break thesolenoid circuit. This permits spring 84 to move the armature and hencethe diaphragm in a downwardly direction pumping the fuel from chamber 72through outlet valve 78 to metering control device 30. When the pressurein chamber 72 -is reduced below a given value armature contact 276 willonce again engage with the contact 278 reenergizing the solenoid causingthe process to be repeated. This process will be repeated so long as thepressure in chamber 72 is insufficient to maintain the movable armaturecontact 276 out of engagement with fixed contact 278. When theengine'becomes selfoperative pump 28 will maintain the pressure inchamber 72 at a sufiiciently high level to maintain the solenoid in adeenergized state so that thereafter the accumulatorpump device 68 willfunction only as an accumulator, supra.

Referring again to the metering control vacuum force transmitted byconduit 32 to the diaphragm 176, it should be observed that a meteringsignal supplementing device is utilized to compensate for the fact thata speed-density control system does not take into account air pumpinglosses at high engine speeds. Accordingly, a small, low efiicientlyventuri 280 is disposed in the induction passage downstream orposteriorly of the throttle 24. The venturi 280 communicates withconduit 32 through a passage 282. In this way a supplementary vacuumforce is transmitted to the metering control device 30 at high enginespeeds and wide open throttle to reduce the amount of fuel in accordancewith a reduction in the air charge.

I claim:

1. A charge forming device for an internal combus-- tion enginecomprising an induction passage for each cylinder of the engine,throttle means for controlling the quantity of air flow through saidinduction passages, a fuel nozzle in each of said induction passages,pumpmeans for supplying fuel under pressure, a fuel distributingmechanism adapted to receive fuel under pressure from said pumpmeans andadapted to deliver individual metering charges of fuel to each of saidnozzles, said distributing means including a control device adapted totvary the magnitude of the individual fuel charges in accordance withvariations in the induction passage'pressure posteriorly of saidthrottle, means for timing the distribution of the individually meteredfuel charges in accordance with engine speed, a first means formodifying the operation of said control device in accordance withchanges in temperature and atmospheric pressure, and a second means formodifying the action of'said control device in accordance with thequantity of air flow through said induction passage when said throttleis in a substantially wide open position. i

2. A charge forming device for an internal combustion engine comprisingan induction passage for each cylinder of the engine, throttle means forcontrolling the quantity of air flow through said induetion passages, aue n z s in e ch o sa d in s a p ssa e p m means f p in fu l s s Pr s ea fu di t bu ing mechanism adapted to receive fuel underpressure rom s dmp m a s and adapted to eli er m e ed char s u t catch a r zz e sa dribut n means including a control device adapted to vary the magnitudeof the individual fuel charges in accordance with variations in theinduction passage pressure posteriorly of said throttle, means fortiming the distribution of the metered fuel charges in accordance withengine speed, a first means for modifying the operation of said controldevice in accordance with changes in temperature and atmosphericpressure, and a venturi disposed posteriorly of the throttle formodifying the action of said control device in accordance with thequantity of air flow through said induction passage when said throttleis in a substantially wide open position.

3. A charge forming device for an internal combustion engine comprisingan induction passage for each cylinder of the engine, throttle means forcontrolling the quantity of air flow through said induction passages, afuel nozzle in each of said induction passages, pump means for supplyingfuel under pressure, a'fuel distributing mechanism adapted to receivefuel under pressure from said pump means and adapted to deliver meteredcharges of fuel to each of said nozzles, said distributing 'meansincluding a control device adapted to vary the magnitude of theindividual fuel charges in accordance with variations inthe inductionpassage pressure posteriorly of said: throttle, means for timing thedistribution of the individually metered fuel charges in accordance withengine speed, a first means for modifying the operation of said controldevice in aecordaElQ? with han es n e s at a d a m ic p sure, nd asecond means for modifying the action of said control device inaccordance with the quantity of air flow through said induction passagewhen said throttle is in a substantially wide open position, passagemeans for bypas ing air around said throttle when the latter is closed,and engine temperature responsive valve means associated with saidbypass passage means for controlling the quantity of air flow throughsaid bypass passage in inverse proportion to engine temperature.

4. A charge forming device for an internal combustion engine comprisingan induction passage for each cylinder of the engine, throttle means forcontrolling the quantity of air flow through said induction passages, afuel nozzle in each of said induction passages, pump means for supplyingfuel under pressure, a fuel distributing mechanism adapted to receivefuel under pressure from said pump means and adapted to deliver meteredcharges of fuel to each of said nozzles, said distributing meansincluding a control device adapted to vary the m n t d t h n ividua fu lh s s assord ss ith tera i n in the in cti n a sa e era u e H teriorlyof said throttle, means for timingthe distribution of theindividually'metered fuel charges in accordance with engine speed, afirst means for modifying the as atioa of said contro evice i ac ordancewill changes in temperature and atmospheric pressure, and a through saidinduction passage when said throttle is in a substantially wide openposition, means for operating said pump means at a 'speed"p 'roportionalto engine speed, and a' second pump means for supplying fuel to saidfuel distributor when engine speed is below' a value.

5. A charge forming device for an internal combustion engine comprisingan induction passage for each cylinder of the engine, throttle means'for controlling the quantity of air 'flow through said inductionpassages, a fuel nozzle in each-of said induction passages, first pumpmeans for supplying fuel under pressure, a fuel distributing mechanismadapted to receive fuel under pressure rom s id r p me ns n da ed to livmet ed c e Q f l' ash f st d zz es; s d d ribut mea n l dig o t1 is'a sit .t o ar t ma ni de qfth ind id a tel har es in as r a bewith'variah'on'sin the induction passage pressure posg ic of sa d th ste m ns f r imi h st buti of the individually metered fuel charges inaccordance with engine speed, a first means for modifying the operationof said control device in accordance with changes in temperature andatmospheric pressure, and a second means for modifying the action ofsaid control device in accordance with the quantity of air flow throughsaid induction passage when said throttle is in a substantially wideopen position, means for operating said pump man a a speed p po ti al toen ine eed, a d a second p m ns for s p l n fu to s d fu d stributsrhfin v n e pe d is below a a ue s id fiISt p mp m a s being a p d o rede sa d secon pu p inoperative under normal engine operating conditions.

6. A charge forming device for an internal combustion engine comprisingan induetion passage for each cylinder of the engine, throttle means forcontrolling the quantity of air flow through said induction passages, afuel nozzle in each of said induction passages, pump means for supplyingfuel under pressure, a fuel distributing mechanism adapted to receivefuel under pressure from said pump means and adapted to deliver meteredcharges of fuel to each of said nozzles, said distributing meansincluding a control device adapted to vary the magnitude of theindividual fuel charges in accordance with variations in the inductionpassage pressure posteriorly of said throttle, means for timing thedistribution of the individually metered fuel charges in accordance withengine speed, a first means for modifying the operation of said controldevice in accordance with changes in temperature and atmosphericpressure, and a'second means for modifying the action of said controldevice in accordance with the quantity of air flow through said of thetype in which metered quantities of fuel are individually supplied toeach cylinder of the engine QOHlPl'lS? ing a source of fuel underpressure, a rotary distributor sleeve adapted to be driven in proportionto engine speed, a shuttle piston member reciprocably disposed withinsaid sleeve, a fixed stop for limiting the movement of said piston inone direction, a movable stop for adjustably limi in he movement of sa di o is the ti s, i a i n, first pa sage means ts? inm n' arisen fuel ausf r ommunic in d tlis r iwith t d v. a cy inder ur i terior ao 'z s, a pural y of a t it Said d str butor e ve ada t d 9 sequentially connect"said source of pressure to one side iv ua passe of said shuttle pistonand at the same time connecting the other side of said piston to atleast one of said indivldual cylinder fuel supply conduits whereby saidfuel under pressure will shift said piston to pump a metered quantity offuel to said one conduit, further rotation of said sleeve being adaptedto connect the opposite side of said piston to said fuel under pressureand the opposite sioe or said piston to at least another of saidindividual cylinder fuel supply conduits, and a control deviceoperatlvely connected to said ad ustable stop for changing the positionthereof in accordance with changes in engine demand, 111 wnich saidcontrol device comprises a guide memoer adapted to movably support saidadjustable stop, a follower on said guide member, a cam member adaptedto engage said follower member, a lever pivoted to said cam member androtatable about a fixed pivot, a pin providing a fulcrum for said cammember, means for rotating said lever about its fixed pivot and said cammember about said pin to cause the follower to be moved and in turnimparting movement to the guide member and adjustable stop relative tosaid shuttle piston to control the quantity of fuel pumped during eachstroke of said piston in accordance with engine demand.

8. A fuel distributor for an internal combustion engine of the type inwhich metered quantities of fuel are individually supplied to eachcylinder of the engine comprising a source of fuel under pressure, arotary distributor sleeve adapted to be driven in proportion to enginespeed, a shuttle piston member reciprocably disposed within said sleeve,a fixed stop for limiting the movement of said piston in one direction,a movable stop for adjustably limiting the movement of said piston inthe opposite direction, first passage means for communicating said fuelunder pressure with said rotary distributor sleeve, individual passagemeans for communicating said distributor with the individual cylinderfuel injector nozzles, a plurality of ports in said distributor sleeveadapted to sequentially connect said source of pressure to one side ofsaid shuttle piston and at the same time connecting the other side ofsaid piston to at least one of said individual cylinder fuel supplyconduits whereby said fuel under pressure will shift said piston to pumpa metered quantity of fuel to said one conduit, further rotation of saidsleeve being adapted to connect the opposite side of said piston to saidfuel under pressure and the opposite side of said piston to at leastanother of said individual cylinder fuel supply conduits, and a controldevice operatively connected to said adjustable stop for changing theposition thereof in accordance with changes in engine demand, in whichsaid control device comprises a guide member adapted to movably supportsaid adjustable stop for axial movement therewith, passage means forcausing fuel under pressure to act axially against said guide member tobalance the fuel pressure force acting against the movable stop, afollower on said guide member, a cam member adapted to engage saidfollower member, a lever pivoted to said cam member and rotatable abouta fixed pivot, a pin providing a fulcrum for said cam member, means forrotating said lever about its fixed pivot and said cam member about saidpin to cause the follower to be moved and in turn imparting movement tothe guide member and adjustable stop relative to said shuttle piston tocontrol the quantity of fuel pumped during each stroke of said piston inaccordance with engine demand.

9. A fuel distributor for an internal combustion engine of the type inwhich metered quantities of fuel are individually supplied to eachcylinder of the engine comprising a source of fuel under pressure, arotary distributor sleeve adapted to be driven in proportion to enginespeed, a shuttle piston member reciprocably disposed within said sleeve,a fixed stop for limiting the movement of said piston in one direction,a movable stop for adjustably limiting the movement of said piston inthe opposite direption, first passage means for communicating said fuelunder pressure with said rotary distributor sleeve, individual passagemeans for communicating said distributor with the individual cylinderfuel injector nozzles, a plurality of ports in said distributor sleeveadapted to sequentially connect said source of pressure to one side ofsaid shuttle piston and at the same time connectingithe other side ofsaid piston to at least one of said individual cylinder fuel supplyconduits whereby said fuel under pressure will shift said piston to pumpa metered quantity of fuel to said one conduit, further rotation of saidsleeve being adapted to connect the opposite side of said piston to saidfuel under pressure and the opposite side of said piston to at leastanother of said individual cylinder, fuel supply conduits, and a controldevice operatively connected to said adjustable stop for changing theposition thereof in accordance with changes in engine demand, in whichsaid control device comprises a guide member adapted to movably supportsaid adjustable stop and movable therewith, a follower on said guidemember, a cam member adapted to engage said follower member, a leverpivoted to said cam and rotatable about a fixed pivot, a pin providing afulcrum for said cam member, means for rotating said lever about itsfixed pivot and said cam member about said pin to cause the follower tobe moved and in turn imparting movement to the guide member andadjustable stop relative to said shuttle piston to control the quantityof fuel pumped during each stroke of said piston in accordance withengine demand, said pin including a tapered section about which the cammember fulcrums, an aneroid and a temperature responsive meansoperatively connected to i said pin to move the tapered pin sectionrelative to the cam member in order to modify the quantity of fuelmetered in accordance with temperature and atmospheric changes.

10. A fuel distributor for an internal combustion engine as set forth inclaim 7 in which said fixed pivot is supported upon an eccentric shaft,means for rotating the eccentric shaft to provide a basic adjustment ofthe movable stop for best economy fuel operation.

11. A fuel distributor for an internal combustion engine as set forth inclaim 7 in which the lever rotating means comprises a piston, a linkarticulated between the piston and the lever, spring means biasing saidpiston in a fuel flow increasing direction, means communicating a forceinversely proportional to engine load to the piston wherebythe latterwill be moved to decrease the fuel supplied to the engine as engine loaddecreases, means for limiting the travel of said piston in its fuelincreasing direction.

12. A fuel distributor as set forth in claim 11 in which the pistontravel limiting means includes means permitting increased travel of saidpiston to provide additional fuel enrichment during engine startingconditions.

13. A fuel distributor for an internal combustion engine as set forth inclaim 11 in which the piston travel limiting means comprises acantilever the free end of which is adapted to engage with said piston,an adjustable stop adjacent the free end of said cantilever, a springelement urging the cantilever into engagement with said stop, anarmature mounted intermediate the ends of the cantilever and a solenoidenergizable by the engine starter circuit to move the armature and thefree end of the cantilever to compress said spring element to permit thepiston additional travel in the fuel increasing direction when theengine is being started.

14. A charge forming device for an internal combustion engine comprisinga distributor for supplying individually metered fuel charges to eachengine cylinder, means for controlling the distributor to vary themagnitude of said charges in accordance with engine demand, a source offuel, conduit means communicating said fuel source and said distributor,an engine speed responsive pump connected to the conduit means forpumping fuel from the fuel source to the distributor, a second pump 11connected to said conduit means in parallel with the engine speedresponsive pump, andmeans for operating the'second pump to supply fuelto'the distributor, the output pressure of the enginespeed responsivepump when above a given value rendering said second pump operating meansinoperative, said second pump comprising a casing having a chamberformed'therein, a diaphragm mounted 'in' said casing and forming onewall of said chamber, a solenoid, anarmature disposed within thesolenoid, a spring biasing the armature against the diaphragm, a firstcontact connected with the engine ignition circuit, a second contactonsaid armature adapted to engage the fixed contact to energize saidsolenoid and increase the volume'of said chamber, said armature contactdisengaging with the first contact when the chamber volume increasesbeyond a given amount, inlet and outlet valves disposed in said'ehar'nber, said conduit means ineluding a'iirst conduit forcommunicating the outlet of said engine speed responsive pump with theinlet valve of said second pump,the engine speed responsive pumptmulator'to reduce the pulsations in the fuel supplied from the enginespeed responsive pump to the distributor when the second pump isinoperative.

References Cited in the file of this patent UNITED STATES PATENTS1,995,601 Browne Mar. 26, 1935 2,731,175 Downing Jan. 17, 1956 2,807,252Downing Sept. 24, 1957 2,821,184 Groezinger -a--- Jan. =28, 19582,849,999 Morris Sept. 2, 1958 FOREIGN PATENTS

